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    VEHICLE HEADLIGHT CONTROL USING IMAGING SENSOR Larson. Grand Haven; Keith J. Vadas. Coopersville. All of Mich. Assignee: Donnelly Corporation. Holland. Mich. Related U.S. Application Data Continuation-in-part of Ser. No. 23,918, Feb. 26, 1993, Pat. No. 5,550,677.

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    VEHICLE HEADLIGHT CONTROL USING IMAGING SENSOR Larson. Grand Haven; Keith J. Vadas. Coopersville. All of Mich. Assignee: Donnelly Corporation. Holland. Mich. Related U.S. Application Data Continuation-in-part of Ser. No. 23,918, Feb. 26, 1993, Pat. No. 5,550,677.

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    9 views21 pages

    Us 5796094

    Uploaded by

    Sathi Dinesh Reddy
    VEHICLE HEADLIGHT CONTROL USING IMAGING SENSOR Larson. Grand Haven; Keith J. Vadas. Coopersville. All of Mich. Assignee: Donnelly Corporation. Holland. Mich. Related U.S. Application Data Continuation-in-part of Ser. No. 23,918, Feb. 26, 1993, Pat. No. 5,550,677.

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    United States Patent 19 Schofield et al. 1S00S796004, 5,796,094 Aug. 18, 1998 Patent Number: Date of Patent: uy Us) [ss 03 173) en Ra (63) (ou) (32) [s8) (561 VEHICLE HEADLIGHT CONTROL USING IMAGING SENSOR. Inventors: Kenneth Schofield. Holland; Mark L. Larson, Grand Haven: Keith J. Vadas. Coopersville. all of Mich. Assignee: Donnelly Corporation, Holland, Mich. Appl. No.: 621,863 Filed: Mar. 25, 1996 Related U.S. Application Data Cootinuaion-in-part of Set. No, 23.918, Feb. 26, 1993, Pat No, 5.550677. Int. CL B60Q 1/02; HOSB 37/02 US. Ch 250/208.1; 250/214 AL: 250/226; 362/61; 315/82 Field of Search 250/226. 205. 250/208.1. 208.2. 214 D. 214 AL. 216; 356/218. 221. 222. 225: 315/82. 83; 362/61. 64. 65,71 References Cited U.S, PATENT DOCUMENTS 4937134 7/1977 Liper 4236099 11/1980 Rosenblum 4357,558. 11/1982 Masson eta. 4721290 Smith eta. 4862037 3/1989 Farber etal 4891.559 1/1990 Matsumoto et a. 315mm 4.967319 10/1990 Seto .. 362/61 SOT IS4 12/1991 Chea 50086253 2/1992 Lawler 5.24549 6/1992 Michaels eta ‘5182502 1/1993 Slodkowski etal. 5426294 6/1995 Kobayashi et a 5.537.003 7/1996 Bechtel etal. 315782 OTHER PUBLICATIONS Article entitled “Generation of Vision Technology.” pub- lished by VLSI Vision Limited, publication date unknown, Article entitled “On-Chip CMOS Sensors for VLSI maging Systems” published by’ VLSI Vision Limited, 1991. (ao month). Commonly assigned United States patent application Serial No. 08/023.918 filed on Feb. 26. 1993. by Keaneth (NMD) Schofield and Mark L. Larson fer an Automatic Rearview Mirror System Using a Photosensor Array. ‘Commonly assigned Unites States patent application Serial No. 09/478,093 filed Jun. 7. 1995. by Kenneth (NMI) Schofield and Mark L. Larson for an Automatic Rearview Mirror. Vehicle Lighting Control and Vehicle Interior Moni {oring System Using Photosensor Array. Primary Examiner—Eaward P. Westin Assistant Examiner—Iobn R. Lee Attomey, Agent, or Firm—Van Dyke. Gardner. Linn & Burkhart, LLP 17) ABSTRACT ‘A vehicle headlamp control method and apparatus includes providing an imaging sensor that senses light in spatially Separated regions of afield of view forward of the Vehicle. Light levels sensed in individual regions of the fcld of view are evaluated in order to identify light sources of interest. such as oncoming headlights and leading taillights. The vehicle's headlights are controled in response o identifying such particular light sources or absence of such light sources. Spectral signatures of light sources may be exam- ined in order to determine ifthe spectral signature matches that of particular light sources such asthe spectral signatures of headlights or taillights. Sensed light levels may also be evaluated for their spatial distribution in order to identify light sources of interest. 53 Claims, 11 Drawing Sheets i Cvevcue revewerey [ {STEERING, SPEED, ere US. Patent Aug. 18, 1998 Sheet 1 of 11 5,796,094 ‘ORWARD Px FIELD OF VIEW VEHICLE LIGHTING CONTROL, LOGIC 5,796,094 Sheet 2 of 11 Aug. 18, 1998 US. Patent {043 ~ 1 ‘Q33dS ‘ONIN33LS} 8 I ASLBN3731 319IN3A | LUGIHNI ? syonavaH | 2092 | } ( INaIGWV | 96 ee | | ¥6, | anos a Wwe-HOIH SVE Yond sonetai 7NOIL3L30 | 130i OXLNOD Beater ONILHON | ZevNa + ae LHOMaW3H | 06 t 26 I a GNNOs STIvE | OYLNOO NOLLO3L30 bl ze | U.S. Patent Aug. 18, 1998 Sheet 3 of 11 5,796,094 54 56 50 42 44—J 40 44— FIG.4 Se <— TARGET ——=, SCENE 36a LENS 40a 38a ARRAY laa 15 DsP Ba Yo FIG.5 70 USS. Patent Aug. 18, 1998 Sheet 4 of 5,796,094 LATIVE VALUES. 6 # 06 IN — 200500 “400 460 520 560" 640-700 ooo 900 WAVELENGTH, NM uv eae NIR _ FIG.8c <°-—— TARGET \s< SCENE SS 40b 40b A 5 38b—}—_| FIG.6 Gd USS. Patent Aug. 18, 1998 Sheet 5 of 11 5,796,094 SET SHUTTER TO“TAILL AMP” SETTING FOR I= TO # PIXELS YES SET SHUTTER TO IEADLAMI SETTING lo FOR I= TO # PIXELS 6 U.S. Patent Aug. 18, 1998 Sheet 6 of 11 5,796,094 132 1S “LOW BEAM” COUNT > THRESH 120 ? SWITCH TO*LOW BEAM’ MODE. SET “LOW BEAM” COUNT TO THRESHOLD RESET"LOW BEAM”COUNT 126 is “WHITE COUNT" OR RED COUNT > THRESHOLD. ? YES RESET "HIGH BEAM”COUNT INDEX*LOW BEAM” COUNT SWITCH TO*HIGH BEAM’ MODE. SET“HIGH BEAM” COUNT TO THRESHOLD RESET “HIGH BEAM“COUNT RESET “LOW BEAM*COUNT FIG.7d FIG.7c USS. Patent Aug. 18, 1998 Sheet 7 of 1 5,796,094 1 1 1 1 460 520 580 640 700 {800 300 uy WAVELENGTH, NM wR - VISABLE = FIG.8a [ eude — creen | \reb RELATIVE VALUES T v_IVER a NPM rn loz LAR o N 200 300 400 460 520 580 640 700 |800 900 WAVELENGTH, NM uv ‘VISABLE- nd FIG. 8b 5,796,094 Sheet 8 of I Aug. 18, 1998 US. Patent {voua ‘Qa3dS ‘ONWII1S} AMLBN313L FTOIH3A r | JLIGIHNI ALHOIMOV 3H 21907 91907 ‘TOULNOD ONILHOIT STOIH3A ( 88 3SN3S, ANSIGNY v6, | | | | aTavNa WV38-HOIH OYLNOD ONILHOIT, (ALIHM) ONIGTOHS3YHL 7 NOLLI3L30 SuWvMGaWH 3Z1L1910 / aNINDIV (aay) ONIGTOHS3YHL NNO STVL} / NOIL3L30 TONLNOS. ONIWIL/7O4LNOD US. Patent 30 Aug. 18, 1998 Sheet 9 of 11 5,796,094 34 G N / WN = am S NY 13 NS iz NY [CONTROL 38 Sy | CIRCUIT 40 \ 14 s 36 \ I a \ — S _ oN FORWARD LIGHT 20 LIGHTING CONTROL LOGIC VEHICLE FIG. 10 USS. Patent Aug. 18, 1998 Sheet 10 of 11 5,796,094 98a FIG. IIb Va 98b FIG. Ile 98 USS. Patent Aug. 18, 1998 Sheet 11 of 11 5,796,094 NORMAL (DRY) CONDITIONS: an mea Wael | 10 NG ae | | | te ai SSS 4 FIG. 2a FIG.I2b 5.796.094 1 VEHICLE HEADLIGHT CONTROL USING IMAGING SENSOR (CROSS-REFERENCE TO RELATED APPLICATION ‘This application is a continuation-in-part of application Ser. No. 08/023.918 filed Feb. 26. 1993. by Kenneth Schofield and Mark Larson now U.S. Pat. No. 5.550.677. BACKGROUND OF THE INVENTION ‘This invention relates gencrally to Vehicle contol systems and. in particular toa system and method for controling the headlights of the vehicis. The invention is particularly adapted to controlling the vehicle's headlamps in response to sensing the headlights of oncoming vehicles an taillights of leading vehicles. Tt has long been a goal to automatically contro the state of a vehicle's headlights in order to accomplish automati- cally that which is manually performed by the driver. In particular, the driver of a vehicle whose headlights are in a high-beam state will dim the headlights upon conscious realization thatthe headlights are a distraction to the ever of an oncoming vehicie o a leading vehicle. Its desirable to relieve the deiver of such duties and thereby allow the diver to concentrate on the driving task at hand. The ideal automatic control would also facilitate the use of high beams in conditions which allow their use, increasing the safety for the controlled vehicle as wel as reducing the hazard caused by the occasional failure ofthe driver to dim the headlights when such headlights ar distracting another driver. Prior attempts a vehicle headlight dimming controls have included single light sensor which integrates light inthe scene forward of the vehicle. When the integrated light exceeds a threshold. the vehicle headlights are dimmed. Such approaches have been ineffective. The headlights of ‘oncoming vehicles are. at least from a distance point Sources of light. In order to detect such light sources in an integrated scenc. itis necessary to set a sufficiently low threshold of detection that many non-point-sourees at lower intensities are interpreted as headlights or taillights. Such prior rt vehicle headlight dimming controls have also been ineffective at reliably detecting the tailghts of leading vehicles. The apparent reason is thatthe characteristics of these two light sources; for example. intensity. are so dif- ferent that detecting oth has been impractical. In order to cvercome such deficiencies. additional solutions have been attempted. such asthe use of infrared filtering. balling ofthe optic sensor. and the like, While such modifications may have improved performance somewhat. the longfet need fora commercially useful vehicle headlight dimming contol has gone unmet SUMMARY OF THE INVENTION ‘The present invention provides a vehicle control which is capable of identifying unique characteristics of light sources based upon a precise evaluation of light source characteris- tics made in each portion of the scene forward of the vehicle. in the vicinity of each light source, by separating each light source from the remainder of the scene and analyzing that source to determine its characteristics. One characteristic sed in identifying a light source is the spectral character- istics of that source which is compared with spectral sign tures of known light sources, such as those of headlights and taillights, Another characteristic used in identifying a light source is the spatial layout of the light source. By providing as 3s ss 2 the ability to identify the headlights of oncoming vehicles and the taillights of leading vehicles. the state of the head- lights of the controlled vehicle may be adjusted in response to the presence or absence of either ofthese light sources or the intensity of these light sources. ‘This is accomplished according to an aspect ofthe inven tion by providing an imaging sensor which divides the scene forward ofthe vehicle into a plurality of spatially separated sensing regions. A control circuit is provided that is respon- sive to the photosensors in order to determine if individual regions include light levels having a particular intensity. The control circuit thereby identifies particular light sources and provides a control output to the Vehicle that is a function of the light source identified. The control output may control the dimmed state ofthe vehicle’s headlamps. In order to more robustly respond to the different char- acteristics of headlights and taillights. a different exposure period is provided for the array in order to detect each light source. In particular. the exposure period may be longer for detecting leading taillights and significantly shorter for detecting oncoming headlights. According to another aspect of the invention, a solid-state light imaging array is provided that is made up ofa plurality of sensors arranged in a matrix on atleast one semiconductor substrate, The lightimaging array includes at least one spectral separation device. wherein each of the sensors responds to light in a particular spectral region. The control circuit responds to the plurality of sensors in order to determine if spatially adjacent regions of the field of view forward of the vehicle include light of a particular spectral signature above a particular intensity level. In this manner. the control identifies light sources that ae either oncoming headlights or leading taillights by identifying such light sources according to their spectral makeup. ‘According to another aspect of the invention. a solid-state lightimaging array is provided that is made up ofa plurality of sensors that divide the scene forward of the vehicle into spatially separated regions. and light sources are identified, at least in part. according to their spatial distribution across the regions. This aspect of the invention is based upon a recognition that headlights of oncoming vehicles and tail- lights of leading vehicles are of interest to the control, irrespective of separation distance from the controlled vehicle. if the source is on the central axis of travel of the vehicle. Oncoming headlights and leading taillights may also be of interest away from this axis. or off axis. but only if the source has a higher intensity level and is. spatially larger. These characteristics of headlights and taillights of interest may be taken into consideration by increasing the resolution of the imaging array along this central axis or by increasing the detection threshold off axis. or both, Such spatial evaluation may be implemented by selecting char- acteristics of an optical device provided with the imaging sensor. such as providing increased magnification central of the forward scene. or providing a wide horizontal view and narrow vertical view. or the like. or by arrangement of the sensing circuitry. or a combination of these. ‘The present invention provides a vehicle headlight control which is exceptionally discriminating in identifying oncom- ing headlights and leading taillights in a commercially viable system which ignores other sources of light including streetlights and reflections of the controlled vehicle's head- lights off signs. road markers. and the like. The present invention further provides a sensor having the ability to preselect data from the scene forward of the vehicle in order to reduce the input data set to optimize subsequent data 3 ‘processing. The invention is especially adapted for use with. but not limited to, photoarray imaging sensors. such as CMOS and CCD arrays. ‘These and other objects. advantages. and features of this invention will become apparent upon review of the follow- ing specification in conjunction with the drawings. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side elevation of a portion of a vehicle ‘embodying the invention; FIG. 2s a partial side elevation view and block diagram of a vehicle headlight dimming control system according to the invention: FIG. 3a block diagram of the control system in FIG. 2; __ FIG, 4is a layout of a light-sensing array useful with the invention: FIG, 5 is a block diagram of an imaging sensor; FIG. 6s an alternative embodiment of an imaging sensor; FIGS, 70-1d are a flowchart of a control program; FIGS. 80-8¢ are spectral charts illustrating spectra regions useful with the invention; FIG. 9 is the same view as FIG. 3 of another alternative ‘embodiment; FIG, 10 is the same view as FIG. 2 of an alternative ‘mounting arrangement: FIGS. Ua-Ilc are views forward of a vehicle ilustrating different forms of spatial filtering: and FIGS, 122 and 126 are illustrations of use of the invention to detect particular atmospheric conditions. DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now specifically to the drawings and the illus- tative embodiments depicted therein, a vehicle 10 includes 1 vehicle headlight dimming control 12 made up of an imaging sensor module 14 which senses light from a scene forward of vehicle 10, an imaging control circuit 13 which receives data from sensor 14, and a vehicle lighting control logic module 16 which exchanges data with control circuit 1B and controls headlamps 18 for the purpose of modifying ‘the headlight beam (FIGS. 1 and 2). Such control may be a binary control of the aim of the beam. such as by switching between lamps or lamp filaments. or may be a continuous variation ofthe aim of a single lamp more or less forward of the vehicle. The control may also control the intensity or pattern of the beam. Additionally. the lights of a vehicle ‘quipped with daytime running lights may be switched between a daytime running light condition and a low-beam. condition. Vehicle headlight dimming control 12 can per- orm a wide range of additional control operations on the vehicle, including turning the headlights ON and OFF, ‘modifying the light intensity of the instrument panel, and providing an input to an electro-optic mirror system. ‘Vehicle lighting control logic module 16 receives an input 20 from imaging control circuit 13. In particular embodiments. such as ones which adjust the state of the headlights between continuously variable states, module 16 ‘may supply data to imaging control circuit 13, such as the speed of the vehicle. which may be combined with the data sensed by imaging sensor 14 in establishing the state of, headlights 18. In che illustrated embodiment, imaging sensor module 14 may be fixedly mounted in a housing 28 by a ‘bracket 34 mounted to, or nea, the vehicle’s windshield 32. Bracket 34 also mounts an interior rearview mirror 30. This 10 as 2s 4s ss 796.094 4 is a preferred mounting for imaging sensor module 14 because the location within the interior of the vehicle substantially eliminates environmental ditt and moisture from fouling the light sensor module. Additionally. the position behind windshield 32, which typically is kept relatively clear through the use of washers and wipers and the like. ensures a relatively clear view of the scene forward of vehicle 10. Alternatively. imaging sensor module 14 may bbe mounted within a housing 29 of interior rearview mirror 30 facing forward with respect to vehicle 10 (FIG. 10). In ‘such embodiment, control circuit 13 may be combined wit the citcuit which controls the partial reflectance level of -mistor 30 if mirror 30 is an electro-optic mirror such as an electrochromic mirror. Other mounting techniques for sen- sor module 14 will be apparent to the skilled artisan. Imaging sensor module 14 includes an optical device 36, such as a lens, an array 38 of photon-accumulating light sensors, and a spectral separation device for separating light from the scene forward of vehicle 10 into a plurality of spectral bands. such as a filter array 40 disposed between optical device 36 and light-sensing array 38. Light-sensing array 38 is described in detail in U.S. Pat. No. 5.550.677 issued to Kenneth Schofield and Mark Larson for an AUTO- MATIC REARVIEW MIRROR SYSTEM USING A PHO- TOSENSOR ARRAY. the disclosure of which is hereby incorporated herein by reference. Light-sensing array 36 includes a plurality of photosensor elements 42 arranged in ‘2 matrix of columns and rows (FIG. 4). In the illustrated ‘embodiment. an array of S12 rows and 512 columns of light-sensing pixels. each made up of a photosensor clement 42 is utilized. However, a greater or lesser number of photosensor elements may be utilized and may be arranged in matrix that is laid out in other than columns and rows. ach photosensor element 42 is connected to a common word-line 44. To access the photosensor array, a vertical shift register 46 generates word-line signals to each word- line 44 to enable each row of photosensor elements 42. Each ccoluma of photosensor elements is also connected to a bit-line 48 which is connected to an amplifier $0. As each ‘word-line 44 is accessed, a horizontal shift register 52 uses 2 line 54 to output the bit-line signals on consecutive bit lines 48 to an output line 56. In this manner. each photo- sensor element 42 may be individually accessed by appro- priate manipulation of shift registers 46 and 2. Output 56 is supplied to a digital signal processor 13 which is supplied ‘on an output 62 as input to contol circuit 13 (FIGS. 3-5). Digital signal processor 13 includes an analog-to-digi converter 8 which receives the output 56 of array 36 and converts the analog pixel values to digital values. A digital ‘output 68 of AID converter $8 is supplied to a taillight detection circuit 76, a headlight detection circuit 78. and to ambient sense logic circuit 84. A detection control circuit 72 supplies coatrol and timing signals on a line 74 which is supplied to array 38. A/D converter $8 taillight detection circuit 76, headlight detection circuit 78. and ambient sense logic 84. Such signals coordinate the activities of these modules and provide any data. from look-up tables provided in control circuit 72, needed by each cizcuit to perform its function. For example. control circut 72 may provide inten- sity threshold levels to taillight detection circuit 76 and headlight detection circuit 78. ‘Taillight detection circuit 76 detects a red light source having an intensity above a particular threshold as follows. For each pixel that is “red.” a comparison is made with adjacent “green” pixels and “blue” pixels. I the intensity of a red pixel is more than a particular number of times the intensity of the adjacent green pixel and adjacent bluc pixel, 5.796.094 5 then it is determined that the light source is red. If the intensity of the “red” light source is greater than a particular threshold. an Indication is provided at 80. Headlight detection circuit 78 detects a white light source having an intensity above a particular threshold as follows. ‘A white light is a combination of red. green. and blue ‘components. If adjacent “red.” “green.” and “blue” pixels all exceed a particular threshold. a ratio comparison is made of the pixels. Ifthe ratio of the intensity of the adjacent “red.” “green,” and “blue pixels is within a particular range, such as 20 percent by way of example, then a white light source is detected, Vehicle headlight dimming control 12 additionally includes an ambient light-sensing circuit 84 which receives an input from digital output signal 68. Ambient detection circuit 84 samples a subset of photosensor elements and detects light levels sensed by the subset over a long period of time in order to produce significant time filtration. Preferably. the photosensor elements in the sensed subset include sensors that detect portions of the forward-looking scene that ate just above the earth’s horizon which is more indicative of the ambient light condition. Ambient detection circuit 84 produces an indication 88 of ambient light levels ‘which is supplied as an input toa lighting control module 90. A high ambient light level may be used by a module 90 to inhibit headlight actuation or to switch headlights 18 to a daytime running light mode. Ambient detection circuit 84 can, optionally. perform other functions. such as switching the daytime running lights of the vehicle between daytime and nighttime modes. controlling the intensity of the vehi- cles instrument panel and providing an input to an electro- optic rearview mizror system, Indications 80 and 82 from the light detection units and indication 88 from ambient detection circuit 84 are supplied to a lighting control circuit 9 which produces a first indication 92 that headlights 18 are to be switched on, or switched from a daytime running condition to a night mode, ‘and a high-beam enable indication 94 that the headlights may be switched to a high-beam state. Vehicle lighting control logic module 16 responds to indications 92 and 94 by switching headlights 18 to an appropriate mode. An output 96 from module 16 may be provided to supply lighting control circuit 90 with information with respect to vehicle telemetry, steering. speed. and any other parameter that may be incorporated info the algorithm to determine the state of the headlights of the vehicle. Digital signal processor 13 may be implemented using discrete digital circuit modules or with a suitably programmed micro-processor with input and output buffers. In one embodiment, an imaging sensor module 14a includes a single photosensor array 38a, one spectral filter array 40a, and one optical device 36a (FIG. 5). In this illustrated embodiment, spectral filter array 40a includes alternating spectrum filter elements for exposing adjacent pixels to different regions ofthe electromagnetic spectrum in the red band or green band or blue band. This may be accomplished by arranging such filter elements in stripes or by alternating filter spectral regions in a manner known in the art. Digital signal processor 13a captures a frame of data by enabling photosensor array 38a for a particular exposure period during which each photosensor element 42 accumu- lates photons. In order to detect oncoming headlights. digital signal processor 13a enables photosensor array 38 for a first exposure period. In order to detect leading taillights, digital signal processor 13a enables photosensor array 38a for a second exposure period. Because oncoming headlights hhave an intensity level that is substantially greater than that 10 4 5s 65 6 of leading taillights. the exposure period of the frame in ‘which leading taillights is detected is atleast approximately ten times the Jength of the exposure period during which oncoming headlighis are detected. Most preferably. the exposure period for detecting leading taillights is approxi- ‘mately 40 times the exposure period for detecting oncoming headlights. In the illustrated embodiment. an exposure period of 0.004 seconds is utilized for detecting taillamps and 0.0001 seconds for detecting oncoming headlamps. The ‘exposure period isthe time during which each photosensor clement 42 integrates photons before being read and rset by igital signal processor 130. Establishing a different expo- sure period for detecting headlights verses taillights facili tates the use of existing and anticipated sensor technology bby accommodating the dynamic range of such sensor tech- nology. Exposure may also be adaptively established on a priority basis. In one such embodiment, exposure is set to 8 shorter headlight setting. If headlights are detected. the headlights 18 of vehicle 10 are dimmed and the exposure period is kept short. If no headlights are detected. the next frame is set to a longer exposure period. This has the advantage of shorter system cycle time as well asa reduction in sensitivity to sensor saturation and blooming. In another such embodiment. the exposure period is initially set to a long period. Ifan oncoming headlight is tentatively detected. the exposure period could then be switched to a short period to confirm the observation ‘Vehicle headlight dimming control 12 carries out control routine 100 (FIGS. 7a~7d). At the beginning of each pass through the routine, which occurs for every frame captured by the imaging sensor. a frame is grabbed at 102 and all of the pixels in the frame are processed as follows. Counters used for detecting white headlight sources and red taillight sources are zeroed at 104. It is then determined at 106 ‘whether the previously processed frame was for detecting headlights or taillights. Ths is determined by looking at variable “process.tils” which will be set to "yes" ifthe previous frame was processed to detect headlights and will be set to “no” ifthe previous frame was processed to detect taillights. If it is determined at 106 that the variable “pro- cess.tails” is set to “Yes.” the control proceeds to 108 in ‘order to process the next frame to detect taillights. If it is determined at 106 that the variable process.tails is set to “no.” then control passes to 109 in order to process the next frame as a headlight detecting frame. ‘The taillight detecting frame process begins at 108 by setting the exposure period forthe imaging sensor module to arab the next frame according to a headlamp exposure level. In the illustrated embodiment, the exposure period for detecting headlights is set at 0.0001 seconds. Processing of the taillight frame proceeds at 110 by examining. for each “red” pixel. whether the intensity of light sensed by that pixel is greater than a threshold and whether the intensity of light sensed by that pixel is greater than a selected number ‘of multiples ofthe intensity of light sensed by an adjacent “blue” pixel and a selected number of multiples of the intensity of light sensed by an adjacent “green” pixel If so, then a “red” counter is incremented at 114. Preferably. the ratio of red pixe! intensity to green or blue pixel intensity is selected as a power of 2 (2. 4.8, 16...) in order to case digital processing. However other ratios may be used and different ratios can be used between red/green and red/blue pixels. In the illustrated embodiment. a ratio of 4 is selected ‘based upon ratios established from CIE illuminant charts known to skilled artisans. Based upon these charts. a ratio ‘greater than 4 would provide greater discrimination. Such greater discrimination may not be desirable because it could 5.796.094, 7 result in failure to identify a leading taillight and, thereby. a failure to dim the headlights of the controlled vehicle. After all pixels have been processed. the parameter “process.tails” is set to “no” at 116 and control proceeds to 118 (FIG. 7c). In a similar fashion, processing of a headlight frame begins at 109 by setting the exposure period forthe imaging sensor module to grab the next frame as a red taillight detecting frame. This is accomplished by setting the expo- sure period of the imaging sensor module to 0.004 seconds. It is then determined at 120 for each pixel whether an adjacent set of “red.” “green.” and “blue” pixels cach exceeds a particular threshold and whether the pixel inten- sity levels all fall within a particular range. such as within 20 percent of each other. If all of the red. green. and blue pixels exceed a threshold and pass the ratio test. then itis deter- ‘ined that a white light source is being sensed and a “white” ‘counter is incremented at 122. After all of the pixels in the frame have been processed, the process.tails flag is set to a “yes" state at 124. Control then passes to 118. It is determined at 118 whether both the “white” and the “sed” counters are below respective high-beam thresholds. If so, a high-beam frame counter is incremented and a low- ‘beam frame counter is Sef to zero at 120. If itis determined at 118 that both the “white” and the “red” counters are not less than a threshold. it is then determined at 126 whether cither the “red” counter or the “white” counter is greater than respective low-beam threshold. If so. the high-beam frame. ‘counter is set to zero and the low-beam frame counter is incremented at 128. If itis determined at 126 that neither the “ted” counter or the “White” counter is greater than the respective low-beam threshold. then both the high-beam frame counters and the low-beam frame counters are set to zero at 130. Control then passes to 132 where it is determined if the Jow-beam frame counter is greater than a particular thresh- cold. If so. high-beam enable signal 94 is set to a “low-beam” state at 134. Additionally the low-beam frame counter is set to the threshold level. If it is determined at 132 that the Jow-beam frame counter is not greater than its threshold. it is determined at 136 whether the high-beam frame counter is greater than its threshold. If so, high-beam enable signal ‘94 is set to “high-beam” state at 138 and the high-beam frame counter is reset to its threshold level. Control routine 100 provides hysteresis by requiring that headlight spectral signature or a taillight spectral signature bbe detected for a number of frames prior to switching the headlights to a low-beam state. Likewise. the absence of a detection of an oncoming headlight or a leading taillight ‘must be made for multiple frames in order to switch from a Jow-beam to a high-beam state. This hysteresis guards ‘against erroncous detection due to noise in a given frame and climinates headlamp toggling when sources ae atthe fringe ‘of detection range. In the illustrated embodiment. it is expected that a vehicle headlight control system 12 will ‘An additional level of hysteresis may be provided by forcing the headlamps to stay in a low-beam state for a given number of seconds after a transition from high beams to low ‘beams. The reverse would not occur; namely. holding a high-beam state for a particular period to avoid annoyance tordrivers of oncoming or leading vehicles. In the illustrated embodiment. red light sources. which have the spectral signature and intensity of tailights. are detected by determining that a “red” pixel, namely a pixel which is exposed to light in the visible red band. is both as 35 4s 3s 6s 8 ‘greater than a given multiple of the “green” and “blue” adjacent pixels. as well as being greater than a threshold and. ‘that white light sources, which are the spectral signatures of headlights, are detected by determining that “red.” “green.” and “biue” pixels are both within a particular intensity range of each other as well as being greater than a threshold. This double-testing helps to reduce false detection of light sources, However. it would be possible to detect red light sources only by looking atthe intensity of “red” pixels and to detect white light sources by determining that an adjacent set of “red.” “blue.” and “green” pixels are all above a particular threshold, In the illustrated embodiment. spectral filtering is carried ‘out in a manner which exposes each photosensing element in the photosensor array to a band of light falling within one of the primary ranges of the visible spectrum, namely red. green, or blue as illustrated in FIG. 82. However. different bands in the frequency spectrum may be utilized including not only visible spectrum bands but invisible spectrum bbands including infrared and ultraviolet bands as illustrated in FIG. 8. The band selection could also be chosen from visible spectral regions that do not correspond with the primary spectrums. For example. the spectral filter may be selected in order to detect at the pixel level red light sources and the compliment of red light sources as illustrated in FIG. ‘8c, These binary indications could be utilized to detect red taillights by determining that the “red” pixel is greater than a threshold and greater than a number of multiples of the intensity sensed by the "red compliment” pixel adjacent thereto, Likewise. a white light source indicative of oncom- ing headlights could be detected by determining that both the “red” pixel and the “red compliment” pixel adjacent thereto are both above a particular threshold and within a particular intensity range of cach other. It may also be desirable to select bands tha fall between primary spectrum regions or any other bands that may be desirable for a particular application Photosensing array 38 may be charge couple device (CCD) array of the type commonly utilized in video cam- corders and the like. Alternatively. photosensing array 38 could be a CMOS array of the type manufactured by VLSI Vision Ltd. (VVL) in Edinburgh. Scotland. Additionally. hybrid of the CCD and CMOS technology may be ‘employed. Other potentially useful photosensing technolo- ‘ies include CID. MOS. photo diodes. and the like. Tn an alternative embodiment, an imaging sensor module 114b includes two or more pairs of photosensor arrays 382 (FIG. 6). Each photosensor array 38 has an associated spectral filter array 40 and optical device 366. In this ‘embodiment, each array 38b is operated by digital signal processor $85 to have an exposure period that is set for detecting ether oncoming headlights or leading taillights. In this manner, each frame of the scene captured by cach array is utilized to detect a particular light source. This is in contrast to light-sensing module 14a in FIG. 5 in which each light source is detected in alternating frames. Each spectral filter 405 is identical, whereby cach array 380 is capable of detecting light sources having spectrum composition includ- ing red. green, and blue regions of the spectrum. However. the spectral filters may be custom configured to the particu- lar application. This may result in a homogeneous compo- sition or a more complex mosaic. especially where light sources are examined in three or more spectral regions. In yet an additional single lens system embodiment. an imaging sensor module 1dc includes three light-seasing, arrays (not shown) and a spectral separation device overly- ing the light-sensing arrays which directs spectral bands to 5.796.094 9 different arrays (FIG. 9). An example of such spectral separation device is a refracting optical splitter. such as dichroic mirrors or prisms. In this manner. cach light- sensing array detects light in either the red or green or blue region of the spectrum. As such, imaging sensor module Ide 5 produces three output signals on a line 64. each representing detected light in one of the red or green or blue spectral regions. The output signals on line 64 include frame-timing signals which are decoded by digital acquisition circuits 66 which produces a digital output signal 68° indicative of intensity levels of adjacent red. green, and blue pixels ital acquisition circuit 66 additionally produces a timing signal output 70 which is utilized by a detection control circuit 72 in order to supply synchronizing signals, at 74, to imaging sensor module 14c and digital acquisition circuit (66, A control and timing signal 86 is produced by digital acquisition circuit 66 and supplied to detection circuits 76 and 78 and ambient detection circuit $4 in order to enable the circuits to distinguish between subsequent frames cap- tured by the light-sensing modules. As with previously described embodiments. digital output signal 68' is supplied to taillight detection circuit 76, headlight detection circuit 78. and ambient sense logic circuit 84. ‘The present invention is capable of identifying point sources of light in any particular location within the scene viewed forward of the vehicle. Additional discrimination between oncoming headlights and leading taillights may be accomplished by taking into account the relative location of the source of light within the scene. For example. as best seen by reference to FIG. 1a. particular relationships have been discovered to exist between light sources of interest and their spatial location forward of the vehicle. Oncoming headlights and leading taillights of interest can be ‘characterized, atleast in pat, based upon their displacement from the central axis of the vehicle. On-axis light sources of interest can be at both close and far away separation dis- tances. However. off-axis light sources may only be of interest if at a close separation distance from the vehicle. ‘Assuming for illustration purposes that headlights and tal- lights are of the same size, headlights and taillights of interest occupy an increasing spatial area as they move off axis. Therefore. the resolution required to detect lights of interest may decrease off axis. Additionally. the fact that close-up off-axis light sources have significant spatial area ‘would allow image-processing techniques to be employed to discriminate between close-up off-axis light sources of inter- cst and distant off-axis light sources. which are not of interest. This may be accomplished through customized optics or other known variations in pixel resolution. Furthermore, headlights and taillights of interest are of greater intensity. because of their closeness, off axis. This allows an increase in intensity detection thresholds off axis without missing detection of such light sources. This increase in detection threshold and reduction in resolution off axis assists in avoiding false detection of light sources not of interest, such as a streetlights, building lights, and the like. In order to take into account this spatial differentiation, the present invention comprehends detecting light sources at lower threshold centrally of the scene and at a higher threshold at the periphery of the scene. This may be accom- plished either optically, or electronically, or both. Optically. this may be accomplished by providing @ non-uniform ‘magnification to optical device 36. For example. an optical device may have optical magnification at a central portion thereof and an optical attenuation at a peripheral region thereof. Additionally. optical device 36 may have a rela- 0 as “ ss 10 tively wide horizontal fcld of view and a relatively narrow vertical field of view. ‘The narrow vertical field of view ‘would tend to reduce the detection of streetlights and other overhead light sources. In a preferred embodiment, optical evice 36 is a Jens that is'made from injection-molded plastic. Hlectronieally. such spatial differentiation may be accomplished by establishing a higher threshold level for pixel intensity detection for pixels located at the periphery of the scene than for pixels located centrally of the seene. This ‘would cause centrally positioned light sources tobe detected ata lower intensity level than sources detected at the Periphery of the scene. Such spatial diferentstion could also be accomplished by non-symmetrical mapping of light to the sensor aray. a illusvated in FIG. 11D. of by masking portions 982. 98D. and 98c. atthe periphery of the Scene as illustrated in FIG. 1c, sothat these portions are not sensed at all. Spatial differentiation could also be accom- plished by providing non-uniform pixel size. The present invention is exceptionally sensitive to sources of light having spectral signatures of oncoming headlights and leading tilights. By recognizing the spectral signature ofthe light sources. many non-elevant light sources may be ignored. By examining light sources pixel-by-pixel. rela- tively small light sources may be detected at great distances in order to dim the headlights well before they become a tuisanee to the driver of the vehicle ahead of the control vehicle. This is accomplished. according to a preferred embodiment. by ulizing an imaging sensor made up of 2 array of photosensing elements ina compact design which responds to light sources in a scene forward of the vehicle. Furthermore, such sensor preferably utilizes digital process- ing techniques which are well adapted for use with custom, digial electronic circuity. avoiding the expense and speed constrains of general purpose programmable microproces- The present invention takes advantage of the spectral signatures both of light sources which must be detected in a headlight dimming contol as wells the spectal signatures of light sources which must be rejected in a headlight dimming control. For example, federal regulations establish specific spectral bands that must be utilized in vehicle taillights; namely red. Furthermore. federal legislation pro- hibits the use of red light sources in the Vicinity of a highway. Lane markers. signs. and other sources of reflected light are all specified in a manner which may be readily identified by spectral signature. Oncoming_ headlights according to known technology. have a visible spectral signature which is predominantly white light. AS light source technology evolves the present invention facilitates detection of other spectral signatures of light sources in the future. The present invention is capable of utilizing spatial fil- tering o even further enhance the ability to identify ight sources. By spatial filtering is meant consideration of not only whether a parcular pixel. or pixel group. is detecting a light source having a particular spectral signature. bu also ‘what adjacent, or closely related, pixels or pixel groups. are detecting. For example. it canbe concluded that very closely adjacent red and white light sources are aot of interest as ‘oncoming headlights or taillights. An example where such pattern could be observed is a streetlight observed with a system having imperfect color corection. which can pro-

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